Car-heating system



H. G. Gr-:lsslNGE-R CAR HEATING SYSTEM H. G. GEISSINGER CAR HEATING SYSTEM 2 Shoots-Sheet 2 Oigina Filed Sept. 9, 1918 pendv upontlieainount required for main Patented Apr. 14, 1925.

Uni-fren is TE NT IOFF HARRY GEISSINGER, OF DETROIT, MICHIGAN, ASSIGNOR TO VAPGRC'AR HEATING COMPANY, INC `OF CHICAGQILLINOIS, ACOREOBATIQN OF NEW YORK.

CAR-HEATING SYSTEM.

Original,apnlicatoirled-September 9, 191.8, Serial No. 253,323.

Divided and'this application tiled May l, 1922. ,Serial N,0.;557,5,34.

Be itknown that I, Hann Y G.Gnis$1nenn, a citizen of the United States, reeidingat Detroit, in the county of Wayne and `State ofM-iehigan, haveinventcd certain new and useful Improvements Vin ,Car-Heating `Sysjtems, of which the following is a specification.

illy invention relates tomapparatus for controlling the operation of a heating system,. more particularly, a-steam heating systemj-adapted for railway cars.

i he primary object of theiin'vention is to provide a heating system in which the amount of .heat delivered tothe car will depend upon two factorsztirst, upon the amount of active radiation surface, which, ini,accordance with my invention, may be va 1ied; and, nsecond, upon the. amountof heating lmedium circulated through the radiator,-which I propose to regulate by means vofithermostatic mechaniam `located inthe car.

The invention contemplates a radiator in thel ear consisting of a plurality ,of coils, or other radiating units adapted to beput into `and outof operation Separately aothatvthe capacityofthe System. maybe varied. The actual amount otheating medium passing throljigh thereoil or coilsin Service will detaining the car temperature at the pointdeaired., AHTliether the rar be heatedto maintain a relatively hightemperature (normal temperature yof. occupancy) or a lower temperatureVV (night time temperature, in the case of sleeping! cars, or still lower temperature wienthe car is standing empty inthe yard .or terminal) depends upon whether the thermostatie mechaniem in the ear is set for the high teml'ierature orfor one ,of the lower temperatures.

in connection `with the division4 ofthe radiator into a plurality of separately operable unita afeature Vof the invention is that while one of the units maybe cloSed4 against inflow ofheating medium it cannot be reopened without becoming subject` to the controlling mechanisms which .govern the system Las a whole.

A .further ohjettofthe invention isito applythe controlling devices and arrangemary and i auxiliary coils or ments, as above outlined, to the control of a vapor heating system in which a vapor regulator 1S employed for preventing the passing ol lsteam throughthe coil vor coils in se 'vice in an amount in excess of thc capacity of such coil or coils to condense the same.

The invention consists in the new andimproved arrangements, devices and constructions to be hereinafter described and claimed for carrying out the foregoing objects and auch other incidentalobjects as Vwill appear from the following description of the `preterred embodimentiofthe inveni tion illustrated in the accompanying drawings.

The present application is a division of my co-pending application Serial No. 253,- 3231er automatically controlled car heattheleft hand end in plamwith parts in section, and

Fig. '-l; is a view of the valve illustrated in Fi( l and 2E for shutting ofi' steam to one ofthe radiators, the valve being shown iu a ditl'erent position from thatindicated.in

Referring to thcidrawings, A designates the steam train pipeot a railwaycar, and l and Ctwo` radiating eoilevwhich are located-in the car land may be termed the pri.- units, respectively, ofthe car radiator. By primary coil I meanthe coil 0r radiator element which through the radiator. By auxiliary coilI meana coil which may or may lnot receive vsteam when the prmiary coll is supplied.

coil C. 'These valves preferably stand open under normal conditions, and are closed by the operation ot the air motors G andV H. Compressed' air 'for actuating these motors is taken from the air train line J which may form part of the air brake system ot the car and its application to the motors is controlled by a magnetically actuated air valve K. L is what may be termed a radiation valve whichv is adapted, inV one position, to'bring about the closing of the tour-way valve F of the auxiliary coil C and, in itsother position, to subject this valve to control by' the air valve K which latter, in the preferred embodiment ot my invention shown, atv all times controls valve E Y ot the primary coil B.

rEhe air valve T is governed in its movements, automatically, .by a thermostatic mechanism located in the car, which is adapted to be set so as to maintain the car ratmosphere either at the normal living temperature or at a lower temperature or temperatures. This mechanism consists, in the term ofv he invention shown, of three thermostats M, N and O, any one ot which may be made effective, at will, to the exclusion ci the other two, by operation of a switch P., ln the arrangement shown thermostat M, when in control, maintains the car temperature at the normal temperature oiZ occupancy/for example 70o Fahrenheit, and is termedY the high temperature thermostat. The thermostat N, which may be termed the medium temperature thermostat, Vis intended to control the heating system during the night hours while the car is occur pied and may be set tomaintain a temperature of 60o Fahrenheit, for example. rllhe thermostat O, which is termed the low tei'nperature thermostat, is set to operate preferably at a considerably lower temperature, it'or instance at 50 Fahrenheit, rand is intended to control the heating system when the car is standing unoccupiedV in a railway yard or at a terminal.

periods it is necessary to keep the car only .at suchV ten'iperatnre as will prevent the freezing ot water pipes and fixtures and injury to the finish ofthe car; and inasmuch asthe ordinary passenger car is out of service on theaverage for considerably more time than it is in service, an important saving invfuel results from this reduction of temperature maintained while the car isV standing empty. The switch P is indicati Ved as a han-d operated switch but any suitable mechanism might be employed for controlling its selection ot the car thermostats M, N and O.

Referring-now more particularly to Figs.

i 3 and Zl, the casingl of the 'four-way valve Fi is divided into four chambers 25, 2G, '27

During suoliY and 28. These chambers are put into. communication with each other 1n pairs by the revoluble valve member 29 which is shown action ot spring 33, that is to say, in the position shown in Fig. 3 of the drawings.

.The valve is closed by they movement ot piston l'when air motor G is subject to air pressure. The inlet pipe of the primary coil'B leads from chamber 26. The return pipe 36 of the "primary coil discharges into chamber 27.V

The tour-way valve F for the auxiliary coil C and the air motor H for operating this valve are preferably ot the same construction as the correspondinel devices used in connection with the primary coil B and in the drawings the parts are given correspending reference numerals ydistinguished by the exponent letter a.

Chamber'a of four-way valve F is connected by a pipe 37 with the chamber 28. The inletpipe 38 of auxiliary coil C leads from chamber 26a Vof valve F and the return pipe 39 of the auxiliary coil discharges into chamber 27. 4() is a pipe which leadsA il is a pipe leading from the lo-w pressure chamber of the vapor regulator to chamber 25 of Valve E. Y

The construction of the 'vapor regulator is shown in Fig.V 2 and is as follows: l2 is acasing in which is a high pressure chamber i3 connected bypipe L4 (Fig. 1)` with the steam train pipe A, and a low pressure chamber from which leads pipe ll just mentioned, the chauibers being connected by a `port d6 controlled by a valve il?, the stein 48 ot which isv pivoted to a bell crank 49 to theother end olf which is connected a stem 50 bearing on a thermostatic element 5l arranged in a tubular casing 52 connected by web 53 with casing 4:2. Pipe l0 is tapped into casing 52.' The space within casing 52,

lll@

ing 55 which is formed to provide a cylinder 5G of relatively small diameter and a cylinder 57 of larger diameter. ln these cylinders operates a double piston valve member 58 having a piston 59 to fit the larger cylinder and a piston 69 to lit the smaller cylinder. rfhe casing 55 is also provided with amagnet chamber (il in which douljle valve G4 1T pipe betivefeh pipe .is located an electro-magnet G2 having la pivjoted armatureV` 68`connected `ujith which, when the magnet is deenergized 1s ada )ted toclose an exhaust t... 3 .i

' port'65, and Awhen the nuignetisenergized,

to closeya port 36 between chamber GlandA theil'o'wer endet cjjilinder 5G. '.Tliei'latter is 'formed at'its upper end Vivitha port `to theatmo'sphere, designated 67,' and 'the upper end of cylinder 5"( is connected by a pipe G8 ivitlr the magnet chamber "61j 69 is `a pipe leadingtrom the air train-line LI to a pipe 70, one endoi" which communicates ivith a duct 70a leading to `port 6G in the magnetic valve device K, the other end of wliiclrextends to and is tappedfinto the casing "(1 of the radiation valve L.A 72 fis a pipe leading'from cylinder 5G of themagnetic valve device 4K to air motor G, 73 a Y 72 and 4the radiation va'le.lla'anClVt-l4 a pipe aligned with 'p'ipe' l' and Yconn'e'ctin'g the radiation valve` `with air' motor' The radiation valve is a chord member 79 ol" major expansibility and anarc or circuit 'breaking-member,SO

of lesser expansibility.

I `do not claim herein, generically, the arrangement yin the fcar tof thi-ee thermostats (or equivalent thermostatic imechanism) adapted to be set,`selectively,'for the maintenancein the car ofany oneof three temperatures as this feature ol theapparatus herein disclosed iselaim'edin .my co-A pending application above referred to.`

rThe operation of the apparatus above clescriloed is as follows: .In the Idraivings the parts of the apparatus are shown in the position which they assume when .the cai" isesubject to control yby the medium Vtemperature thermostat N and is at. atemperature beloiv that at which this thermostat operates to Ybreak its circuit. The Vradiating coils are, therefore, `open and receiving steam. The car temperature, it u\'ill"`be"avs` sumed is above that rfor Mfhichthe loivftem? perature O is set Yso that the 'are member 8() of this thermostat is out of `Contact with point 8l against which it is -adaptedtobeain Thermostats Mand 'N are both in the circuit closing positions, that to say. Iivith their `arc membersMSO in contact u'ith'v the switclrl), i contact Bft,

i chamber contact` points 82 and 83, respectively. Hou*- ever, the;V high temperature circuit is open atthe .lector su'itch l). This switch is on Contact 81%' closing a `circuit through the,

as folmedium lotrs temperature thermostat (circuit No. l) battery V85 u'ire 8G, u'ire 8T, contact point 82, thermostat N, )rire 88,*.wire 89,'1esistance QOand wire 91 Ito battery.

LThe magnet 62 'is on a shunt from the circuit above described, the magnet `circuit being as follows: (cireuitNo. 2) battery 8f,

,wire 8 6, 'Wire'.92, magnet 62, u'ire 93, wire 89, resistance'QO, `u'ire 91, battery S5.

vThe `i'esistance through circuit No. 2 is greater than the resistance oit circuit No. l so that so long ascircuit No. 1, through the thermostat'N, lremains unbroken magnet-(i2 will not receive enough current to attract its ai-mature G3. The compressed air from ,pipe J uill, therefore, pass through pipes t. (59, 70 and ports .70, 66 into the magnet chamber (il and through pipe `(Sti into the cylinder 57. The pressure against ,piston '59ofthe doublevalve 5S `Will'overbalance thepressure exerted against piston 00 ot this valve and the valve will be held in its loiver position, as shownin Fig. 3. There foijefno ,airu'ill pass to the air motor (lr nor,'a`ssuming that the radiation valve is inthelpositionshown in Figli?, will any air preseurebe exerted upon the air motor Il. The ffoiireu'ay valves E `and F will stand open and steam .from ithe train pipe, reduced to substaiitially atmospheric pressure,bv-vapor` regulator fl), will pass first through thefprima'ry coil B `and then through the auxiliary coil `Tater ol condensation 'from the radiators outflows through"the, pipe 40." Any Yexcess of steam inthe coils ivill result excess into 'thethermostat chamber 5ft ot the vapor regulator and thermostatic mem ber 51 Willbe expanded so as to close.` or throttle the port 'between high pressure f3 ofthe vapor regulator and the louT Vpressure chamber 45.

As soon as the temperature of the car reaches that` for which thermostat N is set,

vthe circuitfthrougli this therniostat is broken (circuit No.` l) and magnet 62`is energized, attracting its armature (53 4and causing valve T34 tofbe raised to open exhaust port (55 and closeport '66. Pressure in the magnet chambeifGland cylinder 5l is relieved, the double piston yalre 5S raised, and the airprcssure floii's "from ,pipe 570 through ports 70, 66,

-and cylinder 56 into pipe T2 and thence to 'the al1-motor `G which is operated to close the tour-,way valve E,

i movingyalvemember 29 thereot'from the position shown in Fig.

3 to a position at right angles thereto. At ,the saine 'timewaui Flows through `pipe T3, 'radiation valve L and pipe `T-lto the air motor H operating the sameto close the in discharge of the four-way valve F of the auxiliary coil. Steam now passes from pipe 41 through chambers 25 and 28 of valve E, pipe 37, chambers 25, 28a of valve F, and out through pipe i0 to the vapor regulator which throttles down inflow so that just enough steam is circulated to Vkeep the vapor regulator and theV high temperature thermostat asfollows:

associated parts from freezing.

lt will'be assumed now that the car is cut oil from the locomotive and taken to a railroad yard where its steam train pipe is Vconnected with the yard steam supply pipe. The selector switch P is moved to the left (Fig. l) upon contact 9i closing a circuit through the low temperature thermostat as follows: (circuit No. 3) battery 85, wire 8G, switch P, contact 94, wire 95, contact point 81, low temperature thermostat O, wire 9G to wire 89, and thence by circuit No. l to the battery. It this circuit is closedV at ther- ;mostat O the magnet 62 is inactive and steam circulates through the radiating-,coils as above described. If the circuit is open at the thermostat magnet 62 is energized to close valves E and F so as to short circuit the radiating coils.

For maintaining the car atmosphere at the normal temperatureV or occupancy, 'the selector switch P is moved to the right (Fig. l) upon contact 97, closing a circuit through (circuit No. 4f) battery 85, wire 86, selector switch P, contact 97, wire 98, high temperature thermostat M, wire 99 to Vwire 89 and thence by circuit No. l'to the battery.

It this circuit is closed at thermostat M` the radiating coils lare supplied with steam. lVhen the circuit is broken at the thermostat magnet 62 isenergized to bring about the closing o-valves E and F and the short circuiting of the radiator coils.

A description of the operation of the apparatus, `as given above, assumes that the radiator is active as a whole, that is to say, in the particular embodiment shown that both radiator coils are either open or closed. lf it is desired to decrease the heating capacity of the system, vhich decrease will have the advantage of shortening the course.

through which the steam and water of condensation must flow, this can be done by shifting the revoluble member ct radiation valve L from the position shown in Fig. 3 to that shownin Fig. 4l. In the latter position of the radiation valve the air pressure is applied directly to the air motor H of the auxiliary coil through pipe 70, the radiation valve L and pipe 74, as a resultrof which the air motor H of the auxiliary coil is at all times subject to the air pressure regardless of the movements of the electrically controlled valve 64. The air motor Gr controlling the valve E of the primary coil `B will remain subject to control through movements of valve G41-, that is to say, subject to the control of thermostats M, N or O, as

thecasemay be. As soon, however, as the j of the primary coil. rIn other words, the ap-A paratus is capable of manual. manipulation to cut out` a part of the radiating surface of the radiator but whenever this part of the radiating surface is active it is necessarily under the control of the thermostat or thermostats which govern the circulation of medium through the rest ot the system.

lt will be apparent that the multiple temperature regulation, which is a preferred Yfeature of my apparatus, might'be employed in connection with a single radiator; and that, conversely, the multiple coil system shown might be employed in connection with a thermostatic mechanismV functioning at one temperature only. Furthermore, modi- Ycations in the construction and Varrangement ot the parts of' the apparatus will suggest themselvesV to those skilled in this art. l 'wish it to be understood, therefore, that my invention is to be regardedas including all modied arrangements coming within the scope of the appended claims.

I claim: j

l. A car heating system comprising, in combination, primary and secondaryT units, theflatter of which is adapted to receive heating medium from the Aformer, said units being'provided severally with valves to govern the suppl of heating lmedium thereto, thermostatical y actuated mechanism for operating said valves to control the amount.

of heat delivered to the car, and means whereby one of saidvalves may be closed independently of said thermostatic mechanism but which permits the opening ot the valve only under control, of vsaid mechanism.

2 A car heating system comprising, 'in combination, prin'iary and secondary radiating units, the latter ot which is adapted to receive heating medium fromY the former, thermostatically actuated mechanism subject to temperature changes in thecar ttor controlling the introduction of heating` mey dium into said units, and means'whereby one of said radiating units may be closed and freed from control of said thermostati'c mechanism but when ire-opened is put under the control thereof.

3. A carheating system comprising, in combination, primary and secondary vradiating units, the latter of which is adapted to receive heating medium from the former, said units being provided severally with valves to govern thevsupply of heating inedium thereto which normally stand open, thermostatically actuated mechanism which at a given temper( ture operates to close said valves, and means or'closing one of said lll!) act'u-atedi'ieans for closing said units against the-"admission of heating mediuni, thermo- Astatic mechanism for lcontrolling the opera- .tion ofV said pressure .actuated means. and

i'meansy whereby the fairl pressure may be der pressure, of afheating' systenrconiprisinge plurahtyof radiating unitsN pressure actuated? i, s, the admis 101i ot' heating med1un1, ther1nostatic mechanism vfor controlling lthe operatron of sa1d pressure actuated means7 and means operable to release one ot pressurefactuated means from the thermostatic control whereby the admission of heatingI niedium to said Aunitsinayuhe automatically controlleclfen o 1ie t 11iit so V controlled and the otherclosed against the admission' ot heating" ,medum- Q i 6i vThe combination `with a railway car provided With a source `ot supply of air un-` 'der pressure., of af heating system comprising fa' plurality of Qradi atingIA units provided ,f severally with inlet valves which ,normally stand open, pressure actuated devices for cl'osin'gry said valves, a thermostatically conf t'rol'led airn valve for governing the. application of air pressure to said pressure` actuated devices, anda radiation valve whereby the pressure may bealaplied tothe ,pressure actuated; device-oil one ojtfsaid-radiator valves irrespective of the position lof the air valve.

y71The'combinationWith a railway car provided 'ivith a source of supply ot air under pressure, of a heating' system` compris-- sure to said pressurelactuated device; subject i Aset to operate atmdiflerentwcar temperatures and 'adapted to he made ope utwe, selectivew to the;contro l exercised hy said air valve;

, 8. The combination fivitha i railway car provided with a source ot supply of airfun- `der pressure,{of a heating Vsystem co-nngrisw ine primary and auxiliary radiatingunits ans torclosinp said unitsagainst vices for closing saidvalves, a tlicrniostati- Acally controlled air valve, a pipe leading` from the sourceo'f supply ot `air tothe air,A

'valveka pipe leadingironi the air 4valve to the pressure actuated device ot the primary unit,I a branch pipefthere'imu to the other pressure actuated c leyicdfa pipe directli7 con- .nectin gj tl1e source ot supply with said last, named pipe, and a radiation valve adapted 1n one position. to diret air pressure to the pressure 1lactuated device of the i auxiliary radiating unit irrespective oit the air-valve and in another position tocsuhiectthispres-5 sure actuated device to control hy said air valve.

t)f A railway car heating .l rsteincomprising, iii-combination, a plurality of radiating' units connected together softhat one is, adapted to y receive heating', medium discharged from another;'thermstatio mechanism capahleof beine' set to operateat ditferent car tenip'eraitures for controllin;f the r 4 i introduction of heatingr medium to both otthe, units to maintain the car at any one of ai number of different temperatures, .and

` 1 n'ea1is whereby oneot' said units may he `closed .independently ot said thermostatirl mechanism. y i

lOl'Araili'vay car heating* system comprisingt 1n combination, a plurality of radiatunits connected together so that one is adapted yto receive heating' medium disnismi capable ot' being set to operate at ditto maintain the car at any one of ay number ot different temperatures, and means for inv terrupting and reestahlishinpf said thermostatic control as toone unit and for controlling the closing and reopening' of said unit, ivl1e1eliy tl1`e reopening` otsaid unit subjects it to the control of said thermostatic mechanism. f

ll. A railuray` car Aheatingi system comprising, incomhination, a primary radiating unit, a thermostatic mechanism capable oi eo11t1olling tlie introduction heating n1e diumto said unitA to maintain the car at any one of a number of different tcmpcrau'ures. an vauxiliary radiatingy unit. and incansuhereby said auxiliary unit may either iw closed to vthe 4intro-duction ollieutiiur inrdiu1no1' subjected to the control ol said thermostatic mechanism.

1 2. railway car heating: s vstein coinprisino, in coml 'i i 1atio n.y a plurality ot radiatingunitsa a plurality ot therniostats ly, tomaintain the rcar at any one oit a numw berofhfferent temperatures, and means for controlling the closing,T of one ot said rachat i provided severally with inlet valves which ing units independently of said thermostatic charged from another, thermostatic mecha-M llO 'Y io iary radiating unit, and means whereby said auxiliary unit may either beL closed to the introduction of heating medium or subjected to the control or one of said thermostats.

14:. The combination with a railway car provided with a source of supply of air under pressure, vof a heating system comprising primary and auxiliary radiating units` provided with valvesto govern the admission of heating medium thereto, which valves normally stand open, vair motors to close said'valves, an air valve to control the application of air to the motor ot the primary unit, a plurality of thermostats set to operate at different car temperatures and adapted to be made eective, selectively, to govern the operation ot said airvalve, and

' means whereby the air motor oit the auxiliary unit may beV subjected directly to air pressure, irrespective of the position of said f airvalve, or may be put under the control yof said air valve.

.15. The combination with a railway car provided with a steam train pipe andra conipiessed air supply pipe, of a heating system for the car comprising a primary radiating unit and a secondary radiating unit, four-way valves associated with said units, respectively, the tour-way valve ot the primary unit adapted to direct the steam from the train pipe through' its unit and then to the other four-way valve or to close its unit and short circuit the steam directly Vto the'other four-way valve, the tour-way valve of the auxiliary unit adapted to direct the steam Vthrough its unit or to close the same, motors adapted to be actuated by air pressure to close said valves, springs which operate to open the valves, armagnetieally actuated air valve for controlling` the application of aiipressure to the primary unit,

A f a plurality of circuit breaking thermostats arranged in independent circuits and adaptedto break their circuits atiise of tempera-V ture to different points, a switch ior inak- Ving said thei'mostats ellectivc, selectively,

the magnet of said electro-magnetic air valve being arranged in a circuit ot greater resistance than and which is asliunt from said thermostat circuits, and a radiation valve whereby air may be admitted .to the air motor of the auxiliary unit indepen- 'dently of said electro-magnetic air valve or under the control, of said air valve, as desired.

ling the tlow of heating medium'through said radiator as a whole if the wholeis under steam or through a part of the same it only a part is under steam, tofprevent the car temperaturein either case from exceeding a certain determined temperature@ 17. ln arailway carheating system, the combination otra radiator,`means whereby heating medium maybe allowed to pass through saidk radiator as an entirety or through only a portion ot the same, andV electrically actuated mechanism comprising a plurality of circuit making and breaking thermostats in the car and subject to the temperature therein which function at Vdifferent temperatures for controllingthe tlow et heating medium whether lthrough said radiator as a whole or through a portion ot thesaiiie only, and means whereby said therniostats may be put into control ot said system selectively.

18. lnv a railway car heating system, the combination of a radiator comprising two radiating units, means Vfor causingheating medium to pass through one of said units or through both of the same, and thermostatic means 'or controlling the quantity et heating' medium introduced into the unit or units operative whether the heating` medium isV circulated through one or both of said units to maintain the carat a temperature not in excess of one of a plurality of determinate temperatures selectively deteriiiinable.

19. In a car heating system, the combination of a radiator comprising two radiating units, valves to control the inflow et heating medium to said units separately, a motor for operating each of said valves,

Vtliermostatic means for controllingthe operation oi2 said motors, and means whereby one ot said motors may be freed from the control ot said thermostatic means without freeing the other motor therefrom.

20. n'a railway car heating system, thc combination eta radiator comprising a primary unit, thermostatic means responsive to tem] ieratui'e changes inthe car atniospliere for controlling the admission of heating medium to saidV unit, an auxiliary radiating unit subject to said thermostatie control, and means whereby the heatingV medium may be admitted to or sluit olf 'from i iis izo

the auxiliary radiating unit without atfecting the thermostatic control of the primary unit.Y i A Y 21. In a railway ear heating systemthe combination 'et a radiator comprising a primary unit, a plurality of thermostats in the car adapted to function at different temperatures for controlling the admission of heating medium to said unit, means for i putting' any one of said therinostats Selec- V tively into control, an auxiliary radiating unit subject to said thermosfatic control,

and means whereby lille heating medium may be admitted tu or sluit off from the auxiliary radiatingy unit Withoutaffecting the tlierniostaic control nl? the primary unit.

HARRY G. GEISSINGER. 

